Aircraft landing gear having shock absorber inside hub



Sept. 25, 1951 F. C. ALBRIGHT AIRCRAFT LANDING GEAR HAVING SHOCK ABSORBER INSIDE HUB 4 Sheets-Sheet 1 Filed Nov. 17. 1949 r I I I I I n I INVEN TOR. ESANKL/N CALBE/GHT Y A TTORNEY Sept. 25, 1951 v F. c. ALBRIGHT AIRCRAFT LANDING GEAR HAVING SHOCK ABSORBER INSIDE HUB 4 Sheets-Sheet 2 Filed Nov. 17. 1949 INVENTOR. I fifANL/N CALBE/GHT ATTORNEY Sept. 25, 1951 F. c. ALBRIGHT 2,568,696

AIRCRAFT LANDING GEAR HAVING SHOCK ABSORBER INSIDE HUB Filed Nov. 17. 1949 4 Sheets-Sheet 5 m 56 /42 v 64 r A INIIIIViTOR. fgANKL/A/ G ALBE/GHT ATTORNEY S i 1951 c. ALBRIGHT 2,568,696

AIRCRAFT LANDING GEAR HAVING SHOCK ABSORBER INSIDE HUB Filed Nov. 17, 1949 4 Sheets-Sheet 4 INVENTOR.

AATTOPNEY ?atented Sept. 25, 1951 AIRCRAFT LANDING GEAR HAVING SHOCK ABSORBER INSIDE HUB Franklin 0. Albright, South Bend, Ind, assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application November 17, 1949, Serial No. 127,937

19 Claims. (Cl. 244-411) stallation, which permits both weight reduction and cost reduction inthe landing gear, with an improvement in structural rigidity and in shock absorbing efiiciency.

Other attributes and advantages of my improved landing gear will become apparent duringthe following description of an illustrative embodiment, referencebeing had in the course of the description to the accompanying-drawings,

. in which:

= Figure 1 is a side elevation showing the general outline of the ground-engagin portion of an aircraft landing gear which incorporates my in vention;

Figure 2 is a rear elevation of the structure shownin Figure 1;

Figure 3 aside elevation of a specificworking embodiment of theinvention;

Figures 4, 5, and 6. are sectional views taken on the lines td, 55, and Gi5, respectively, of

Figure 3; I

Figures 7 and 8 are partial sectional views takenon the lines 1-! andB-S, respectively, of Figure 4;

Figure 9.is an enlarged sectional view taken on theline 9-9 of Figure 7;

Figures 10, 11, and 12 aresectional views taken on the lines lE-iii, 1 5-41, and l2-.i2, respectively, of Figure 9; and

Figure 13 isa sectional view taken on the line i3i3 of Figure .5.

A general illustrationof my improved landing gearassembly is provided in Figures 1 and 2. A strut 22, which extends downwardly from the bod of the aircraft, has at its lowerend a lat orally-extending non-rotatable axle 24. A largediarneter wheel-supporting hubfifi is pivotally mounted on axle. 24, the pivotal center 28 of the hub on the axle. being above and ahead of the of the hub. Two axially-spaced large diameter bearings 32 are supported on the periphery of the hub, and a wheel. 34, carrying a tire 35, is rotatablymounted on the bearings.

A shock absorber 38, comprising two telescopically associated members 40 and 42, is mounted inside hub 2%. Shock absorber member 58 is pivotally connected at it to an arm 55 which is non-rotatably secured to axle 24, and which extends upwardly and rearwardly therefrom. Shock absorber member 42 ispivotally connected at :38 to hub 2'5.

The internal shock absorber 38 absorbs or dissipates the energy produced by either a vertical or aft force or any combination of these forces when applied to the tire 36. Since forward movement of the aircraft corresponds to movement toward the left in Figure 1, the wheel is a trailing, or swingback, Wheel. Either an aft force F or a vertical force W will cause the axis, or center, 39 of hub 25 to. move in the arc A about center point 25. During this movement of the hub, pivot point 46 at one end of the shock absorber remains stationary, and pivot point .45 at the other end of the shock absorber moves with the hub in the are E, thus shortenin the shock absorber from its original length to the length represented by the distance between pivot point M and the point on are B reached by pivot point 48 during its stroke, the amount of angular movement of the hub depending upon the severity of the force acting on the .tire.

The shockv absorber 38 is mounted entirely within the confines of hub 26; and anarm 4 which provides the only connection between the shock absorber and the vertical strut 22, is also located inside the hub. Use of the internal shock absorber eliminates the need for a conventional external shock absorber in strut 2'2, and provides a simple, compact landing gear unit, which weighs less and costs less to manufacture than a conventional landing gear. Furthermore, the bending loads absorbed by the strut 22 have no effect on the internal shock absorber, and its shock absorbing efiiciency is therefore not diminished by any sticking tendency due to friction induced by bending loads.

In locating the three pivot points-48, 44, and 43certain basic factors must be considered. Pivot point 28 must, of course, be ahead of the axis 3d of the hub. Furthermore, it should be relatively high in the assembly, i. e. near the top of the hub, in order to provide minimum angular travel of the hub during a given amount of vertical travel of the hub. .Minirnum angular travel is desirable in order to keep the longitudinal axis of the shock absorber as far as possible from dead center position at both ends of its stroke. At the same time, it is desirable to obtain maximum vertical movement of the hub and maximum telescoping movement of the shock absorber, in order to derive the best energy absorption and dissipation from the shock absorber.

The pivot point 44 should also be near the top of the hub, in order to obtain full telescoping travel of the shock absorber well in advance of dead center position (the position in which the longitudinal axis of the shock absorber would pass through point 28). As the shock absorber approache dead center position at either end its shock absorbing capacity is reduced, owing to the relatively high ratio of angular travel to telescoping travel. The desired length of arm 46 is controlled by two opposing factors. On the one hand, a relatively long arm is desirable because it provides a greater lever arm for the shock absorber resistance in opposing movement of the hub, On the other hand, the arm must be short enough to accommodate the length of the telescoped shock absorber between point 44 and the point on are B reached by pivot point 48 at the end of its stroke.

Pivot point 48 should be so located as to: (1) permit the necessary angular travel of the shock absorber, (2) provide a shock absorber having maximum telescoping travel within the available space, and (3) avoid locating the shock absorber too closely to dead center in its extended position.

Figures 3 to 13, inclusive, disclose, in detail, a specific working embodiment of the invention. In this embodiment, the axle has an internally threaded center portion 50, and an enlarged end portion 52 which is sleeved on, and splined to, a boss 54 formed as an integral part of strut 56. The axle is secured to the strut by means of a bolt 58 which is screwed into the center portion 58 of the axle. Preferably both ends of the axle are internally splined in order to make each axle suitable for either the left or right strut.

The wheel-supporting hub consists of two large-diameter co-axial wheel-supporting members 60 and 62. The wheel-supporting members are pivoted on bearings 64 and 56, which encircle the end portions 52 of the axle. Owing to the fact that both a brake assembly and a shock absorber are mounted between the wheel-supporting members, it is necessary for these members to be spaced apart axially throughout most of their vertical area. A plurality of angularlyspaced axially-extending tie members 68 (one of which is shown indetail in Figures 9 to 12) have center portions which serve as spacers between the two wheel-supporting members, and end portions by means of which the wheel-supporting members are secured against movement away from one another.

Each tie member 68 has an enlarged square center portion I6 (see Figures 9 and 11) which spaces the inner surfaces of the wheel-supporting members, a smaller square portion I2 (see Fig ures 9 and extending through at least one of the wheel-supporting members to prevent rotation of the tie member, and rounded, externally-threaded end portions I4, which are engaged by nuts I6 to hold the wheel-supporting members against spreading movement. The portion 'IB, shown in Figure 12, is preferably of round crosssection, because only one portion such as I2 is required, and the round portion is less expensive to manufacture. The entire tie member is hollow, in order to minimize the weight of the assembly.

In order to strengthen the hub (constituted by wheel-supporting members 60 and 62) against III) lateral bending forces caused by side loads exerted on the wheel, two trusses are provided, each consisting of aligned'internal ribs formed on the two wheel-supporting members and an axiallyextending fastening member which extends through the ribs intermediate their ends. One of the trusses is shown in section in Figure 6. Ribs 88 and 82 formed on Wheel-supporting member 60 are aligned with ribs 84 and 85, respectively, formed on wheel-supporting member 52. Ribs 85 and 82 are integral with a boss 88 on member 88, and ribs 34 and 85 are integral with a boss 90 on member 62. An axially-extending fastening member 92 extends through bosses 88 and 99, and carries a nut 94 at each end. The center portion of fastening member 92 has an integral flange 95 which engages the inner surface of boss 90, and an adjustable Washer 93 is placed between flange 96 and the inner surface of boss 38. With the disclosed truss arrangement, tension and compression forces in the ribs 8QS23486 induced by lateral bending forces acting on the hub, are resisted in shear by the fastening member 92. The second truss, which is not shown in section, comprises ribs I 90 and I82 (see Figure 4) fastenm member I94 (see Figure 3), and ribs extending from member I64 toward the axle.

Two large-diameter annular bearing assemblies Iiifi and Hit are supported on the peripheries of the wheel-supporting members (58 and 62, one bearing being carried by each wheel-supporting member. A wheel II?! is rotatably mounted on the bearings I56 and I88, and a tire I I2 is carried by the wheel. The tire may be either a hard rubber tire, as shown in Figure 4, or a pneumatic tire, as shown in Figures 1 and 2. The wheel has two annular flanges II4 which engage the races IIE of the respective bearings. The other races H8 of the bearings lie against flanges I26 on the wheel-supporting members.

The landing gear shown in Figures 3 to 13 is designed for use as a main landing gear, and therefore includes a brake assembly. Applicants internal shock absorber is equally suitable for use either with a braked wheel or with an unbraked wheel. The problem of mounting the shock absorber is made somewhat more difficult by the inclusion of a brake assembly (owing to the reduction in available space), and therefore the landing gear chosen for detailed illustration is one which includes a brake assembly.

The brake used is preferably a disk brake, as shown. A plurality of rotor disks I22 are keyed to the wheel by means of a plurality of circumferentially-spaced axially-extending key mem bers I24 (see Figure 8), which are secured to the axially-extending ribs I26 of the wheel. Each rotor disk may be formed of a plurality of separate segments I28 connected together by links I30. A plurality of lined stator disks I32 are interleaved with the rotor disks and are keyed to the wheel-supporting members by means of the axially-extending tie members 68 (see Figure 7).

Any suitable brake applying means may be used. In the illustrated brake assembly, a plurality of circumferentially-spaced cylindrical pistons I34 are reciprocably mounted in bores I36 provided in wheel-supporting member 62. The bores I36 are connected to a fluid pressure source, and admission of fluid under pressure acts against the pistons I34 to force the brake disks I22 and I32 toward wheel-supporting member 60, which serves as the reaction member, or backing plate," of the brake. When the fluid pressure is released,

1 piston member-"l 38 telescopically associated with ascylinder member' I 40:? T p 5 f -1 periphery of each --wheel-'supporting. :mei'nber; a wheelrotatably mounted on pivotal members the; other?wheelsupportiria; :member being pivotally -connected to the axle *armor ag s-emcee th'e-statordlsm or plateynearest tlie pistonsd ts moved to released position by suitable return springs-j" (notmhown) I Trie -shock"absorber -is mounted 'between tlie wheel supporti-ng members fin and 62?" andisfi located radially-inside the brake? It comprises ton "member -l 38 is pivotally; connectedto one or more"momrotatablearms I 42 which extend up--- ward-lyand rearward-l'yfrom' the axle 50 -52 1 see Figures 3, 5 and 13). In the illustrated embodi l mentofthe'invention there are threealigned axle arms 1l2;"formed-integrally-with= the -axlet The; arms lll "support a pin Illwhich extends? through ears" I 46 --provided "on the -end of; mem:-- ber 38. The lower--end of cylinder member- =l 40" is 'ZIJlVOtBIHY"*CODIX8Ct8d "to the- 'wheel 'supporting members" 60" and fi2 bysuitable z-means,-': such ass: the 'pivot pin- 1 4'8, at a*point just inside 'the brake i assembly'yand "below"- and ah'ead of theE' a-xis ot the. wheel suppcrting membersc The shockabsorber-may =beof the walla-known? hydro-pneumatic type, in which compressed' air: in'charnber i 50 servesas thespringg and energy is dis'sipated -*by metering-*liquid from' chamberi I 52through"briflce"'l 54 into chamber '1 50' du'ring'. the =compression-stroke:-= A metering pin 156: may, be ,providediinthe shock absorber; if necessary":

Althougha -parti'culanembodiment of imy' wini v vention-"has -been=-described, it" will be: under= I stood "DY'T'thOSe"*Skill'd in the art that theroba jects oftherinvention-may be attained by the: use 'of "constructionsdi'fferent in certain r respectsifrom that-disclosed -withoutdepartingfrom: the: underlying principle's of *the inventioh-n 1. Anaircraftla'nding geareomprislngazdowrn wardlyflextending 'supporting*strut;an es de-loam: ried by the lower-end *of the struti' two -largee diameter c0=axia1 wheel- 'supporting rmembers which are secured togetherand iwhich are-spit: otally; mounted *on-the:-.=axle, twc-axiallyespaced large diameterbearings; one supported "ionzth'ea said bearingsptheraxis of wheel -supporting members on' ther 1 axle beinglocated above and, :ahead oh the: axis; ofthe= wheel-, a' -disk brakeamountedbetweenrsaid wheel supporting" membersg-saidbbrake 'compris-x, ing- -onemore==disks keyediOfrthBiicWhCBli and" one OF-II'IOTB disks keyed v.totthe, :wheelisu-ppothing' memb'erss axially-movable brakeiwapplying means: carried. :by: one 1015 ithe ::wheelesupportingserving asithereactlon elementzoii therbrake, one or 'more non-rotatable armsz which aextend gp-upe: wardl y' and rearwardly wfromwr the eaxlekaand 1 shoclc' absorbenmounted-ibetweemthe wheele'supw porting members candilocated radially inside; the: t-

brake said shock absorber :comprising sa spiston" member-a andi aacylindenyrmembr telescopically asscciate ,iwith;; one-: 1; another, 5 the: end-eon, thfii piston membersremote:from*thecy1inder-member- U arms, the end of the cylinder member remote f tom the piston? 'members being :qpiyotally connected-r te: the: wheei-support-ing amemberszzatiray pointijust" inside =the.-' brake 'rand'rbelow :and ahead of-theaxis of 'thflWhGGl}? 2. An-ai-rcraftlanding' gear comprising. a downa wardlyeextendingsupporting: rstrut, .an: axlecca re: rie'dsby -the :lower end Of" thG=ZStTlIt;ittW0*:C0 axiailz wheel-supporting members-:which are securedv toe? gather:and zwhichfzare'zpiyotally 'mou-nted-ionstliez axle; twoax-lal-ly -spaced :bearings, one "supported keyedto the wheel and oneor moredisks keyed" to the Wheel-supporting membersy" axially-mov able brakeapplying means carried by one of the wheel supporting members; 'the-other' wheel-supe pOrting -membemserving asarth'e reaction element of the brake; a ln'on rotatablearm which ex-- t'ends upwardly and rearwardly '-from the axle} and a shock absorber' mounted between the wheel-supporting:members' and located radially inside thebraka said shock absorber comprising a pisto'nmember'and a cyli'r'ider member- -t'ele-- scoplc'ally associated with-oneanother, the---oute'r end ofi' one of said "shock"absorber members be er end -0f' the *other -shock' absorber "member being pivotally connected to'th'e wheel-supporting H members-at a=-poin't justinside the brake and'be low *andahead "of the axis of" the wheel.

3. An aircraft landing gear'comprisinga down wardly extendingsupporting strutyan ax-1e earaxle," -two' axiazllwspaced bearings; one supported on the-periphery-of each'wheel-"supporting poem-- her; a wheel rota-tably mounted" on said bearings-j the 'pivotal axis of the wheel-supporting memberson-the-axle being'lo'cated-"above and ahead ofthe axisof the wheel; a 'brake' mounted lee-'- tveen said wheel-supportingmembers; said brake comprisingone or more members rotatable with tl'ie'wheel and one on more members prevented from rotating-"by the wheel supporting members,

ancn-Totatabl"armwhichzaxtends upwardly and rearwardlyj-from the axle,-and a shock absorber mounted-' between the 'wheel 'supp'orting members .1 and-locatedradiallyinside thebrake; said shock" axle-yum, the outer endbf the other shock abgethr, and'whichl are pivotally ,mounted on the axle,maawheeljrotatably mounted' on thev peripheries of{saidwheel-supportihg members, ,the pivotalaxishf thelwheel-jsupporting members on theaxlebeing. lofcateld aboveand ahead ,of the axis. of.

the lwh eel tabrake mountecllbetween said .wheelsupporting.,membevs,; said .brake. comprising one.

or. more members rotatable @with". the wheel and one AOE-Y-mQI G- members "prevented from rotating by the ;w-heelesupportingemembers,= .a .non.=rotat-t able arm' which extends upwardly-and Iearward ly,;;fro1;n. theeaxle, andanshockabsorbenmounted den-1 mom-hen telescopically -associated with..,v one another- :thelothenend octane: ofsaid ShOCk=abrsorber members being pivotally connected to the, axle arm, the outer end of the other shock ab,--- sorber member being pivotally connected to the wheel-supporting members at a point just inside the brake and below and ahead of the axis of the wheel.

5. An aircraft landing gear comprising a down wardly-extending supporting strut; an axle carried by the lower end of the strut, two co-axial wheel-supporting members which are secured together and which are pivotally mountedon the axle, a wheel rotatably mounted on the peripheries of said wheel-supporting members,-the pivotal axis of the wheel-supporting members on the axle being located above and ahead of the axis of the wheel, a non-rotatable arm which extends upwardly and rearwardly from the axle, and a shock absorber mounted between the wheel-.

supporting members, said shock absorber com-- prising a piston member and a cylinder member telescopically associated with one another, the outer end of one of said shock absorber members being pivotally connected to the axle arm, the outer end of the other shock absorber member being pivotally connected to the wheel-supthe axis of the wheel. a

6. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, a

wheel-supporting hub pivotally mounted on the axle, a wheel rotatably mounted on the periphery of the hub, the pivotal axis ofthe hub-on wheel-supporting hub pivotally mounted on the axle, a wheel rotatably mounted on the periphery of the hub, the pivotal axis of the hub on the axle being located above and ahead .of the axis of the wheel, a non-rotatable arm which extends upwardly and rearwardly from the axle, and a shock absorber mounted inside the hub, said shock absorber comprising two telescopically associated parts, one of which is pivotallyconnected to the axle arm, and the other of which is pivotally connected to the hub.

8. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, a

wheel-supporting hub pivotally mounted on the axle, a wheelv rotatably mounted onthe periphery of the hub, the pivotalaxis of the hub on the axle being located above and ahead of the wheel, a non-rotatable arm on the axle inside the hub, and a shock absorber mounted inside the mounted inside the hub, said shock absorber com'-' prising two telescopically associated parts, one

of which is pivotally connected to said -arin, and

.25 porting members at a point below and ahead of the other of which is pivotally connected tothe hub. 1 v

10. An aircraft landing gear comprising a wheel-supporting hub, a wheel rotatably-mount ed on the hub, the hub being pivotally movable about an axis located above and ahead of the axis ofthe wheel, and a shock absorber mounted inside the hub, said shock absorber'comprising, two telescopically associated parts, one of which is pivotally .connectedto a non-rotatable member, and the other of which is pivotally connected to the hub.

11. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, two

co-axial wheel-supporting 'members which are' pivotallymounted on the axle and which are v spaced apart axially throughout most of their vertical area, a plurality of angularly-s'paced axially-extending tie members which have center portions serving as spacersbetween the two wheel-supporting members and end portions by means of which the wheel-supporting members are secured against movement away from one another, said wheel-supporting members being strengthened'against lateral bending forces by at least one truss consisting of aligned internal ribs formed on the two wheel-supporting mem-, bers and an axially-extending fastening menu'- ber which extends through the ribs intermediatetheir ends, a wheel'rotatably mounted on the peripheries of said wheel-supporting members,

the pivotal axis of the wheel-supporting mem;

bers on the'axle being located above and ahead of the axisof the wheel, av disk brake mounted, between said wheel-supporting members, said brake comprising one or more disks rotatable g, spaced apart axially throughout most of their vertical area, a plurality of angularly-spaced axially-extending tie members which have center portions serving as spacers between the two wheel-supporting members and the end portions by means of which the wheel-supporting members are secured against movement away from one another, said wheel-supporting members being strengthened against lateral bending forces by at least one truss consisting of aligned internal ribs formed on the two wheel-supporting members and'an axially-extending fastening member which extends through the ribs intermediate their ends, a wheel rotatably mounted on-the peripheries of said wheel-supporting members, the pivotal axis of the wheel-supporting members on the axle being located above and ahead of the axis of the wheel, a brake mounted between said wheel-supporting members, and a shock absorber mounted between the wheel-supporting members and located radially inside the brake.

, 13'. An aircraft landing gearcomp-rising a supporting strut, an axle carried by the strut, two co-axial wheel-supporting members which are pivotally mounted on the axle and which are spaced apart axially throughout most of their vertical area, a plurality of angularly-spaced axially-extending tie members which have cen-I- ter portions serving as spacers between the two wheel-supporting members and end portions by aaeacoe means of which the wheel-supporting members are secured against movement away from one another, said wheel-supporting members being strengthened against lateral bending forces by at least one truss consisting of aligned internal ribs formed on the two wheel-supporting members and an axially-extending fastening member which extends through the ribs intermediate their ends, a wheel rotatably mounted on the peripheries of said wheel-supporting members, the pivotal axis of the wheel-supporting members on the axle being located above and ahead of the axis of the wheel, and a shock absorber mounted between the wheel-supporting members.

14. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, two co-axial wheel-supporting members which are pivotally mounted on the axle, a plurality of angularly-spaced axially-extending tie members by ;means of which the wheel-supporting members are secured against movement away from one another, said wheel-supporting members being strengthened against lateral bending forces by at least one truss consisting of internal ribs formed on the two wheel-supporting members and an axially-extending fastening member which extends through the ribs intermediate their ends, a wheel rotatably mounted on the peripheries of said wheel-supporting members, the pivotal axis of the wheel-supporting members on the axle being located above and ahead of the axis of the wheel, and a shock absorber mounted between the wheel-supporting members.

15. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, two co-axial wheel-supporting members which are pivotally mounted on the axle, said wheel-supporting members being strengthened against lateral bending forces by at least one truss consisting of internal ribs formed on the two wheelsupporting members and an axially-extending fastening member which extends through the ribs intermediate their ends, a wheel rotatably mounted on the peripheries of said wheel-supporting members, the pivotal axis of the wheelsupporting members on the axle being located above and ahead of the axis of the wheel, and a shock absorber mounted between the wheelsupporting members.

16. An aircraft landing gear comprising a downwardly-extending supporting strut, an axle carried by the lower end of the strut, two coaxial wheel-supporting members which are secured together and which are pivotally mounted on the axle, a wheel rotatably mounted on the peripheries of said wheel-supporting members, the pivotal axis of the wheel-supporting members on the axle being spaced from the axis of the wheel, a brake mounted between said wheelsupporting members, said brake comprising one or more members rotatable with the wheel and one or more members prevented from rotating by the wheel-supporting members, and a shock absorber mounted between the wheel-supporting members and located radially inside the brake, said shock absorber comprising a piston member and a cylinder member telescopically associated with one another, the outer end of one of said shock absorber members being pivotally connected to the axle at a point spaced from the pivotal axis of the wheel-supporting members, the outer end of the other shock absorber member being pivotally connected to the wheel-supporting members at a point just inside the brake.

17. An aircraft landing gear comprising a supporting strut, an axle carried by the strut, a

wheel-supporting hub pivotally mounted on the axle, a wheel rotatably mounted on the periphery of the hub, the pivotal axis of the hub on the axle being spaced from the axis of the wheel, and a shock absorber mounted inside the hub, said shock absorber comprising two telescopically associated parts, one of which is pivotally connected to the axle at a point spaced from the pivotal axis of the hub, and the other of which is pivotally connected to the hub.

18. An aircraft'landing gear comprising a supporting strut, an axle carried 'by the strut, a wheel-supporting hub pivotally mounted on the axle, a wheel rotatably mounted on the periphery of the hub, the pivotal axis of the hub on the axle being spaced from the axis of the wheel, and a shock absorber mounted inside the hub, said shock absorber comprising two telescopically associated parts, one of which is pivotally connected to said axle, the other of which is pivotally connected to the hub.

19. An aircraft landing gear comprising a wheel-supporting hub, a wheel rotatably mounted on the hub, the hub being pivotally movable about an axis which is spaced from the axis of the wheel, and a shock absorber mounted inside the hub, said shock absorber comprising two telescopically associated parts, one of which is pivotally connected to a non-rotatable member, and the other of which is pivotally connected to the hub.

FRANKLIN C. ALBRIGHT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 12,683 Sturtevant Aug. 27, 1907 Re. 22,255 Dowty Jan. 26, 1943 879,287 Mayo et al Feb. 18, 1908 2,346,667 Dowty Apr. 18, 1944 2,399,846 Bachman May 7, 1948 FOREIGN PATENTS Number Country Date 521,219 Great Britain May 15, 1940 601,584 Great Britain May 10, 1948 704,249 France Feb. 17, 1931 308,275 Germany Oct. 19, 1918 

